Control apparatus and control method for variable valve timing mechanism

ABSTRACT

The present invention has: a crank angle sensor 4 that outputs a crank angle signal in response to rotation of a crankshaft 2, the crank angle signal being preset to indicate reference positions; a cam sensor 5 that outputs cam signal pulses in response to rotation of an intake camshaft 3 for opening and closing an engine valve; an electric motor 6 that relatively rotates intake camshaft 3 with respect to crankshaft 2, so that electric motor 6 can change a rotational phase angle of intake camshaft 3 with respect to crankshaft 2; and an electronic control unit 7 that computes an actual rotational phase angle of intake camshaft 3 based on a first cam signal pulse detected after start of cranking and a first reference position of the crank signal detected thereafter, to calculate an absolute position of a variable valve timing mechanism 14.

TECHNICAL FIELD

The present invention relates to a control apparatus for a variablevalve timing mechanism, and more specifically, relates to a controlapparatus and a control method for a variable valve timing mechanism,capable of achieving a quick calculation of an absolute position of thevariable valve timing mechanism at startup.

BACKGROUND ART

A conventional control apparatus for a variable valve timing mechanismhas been configured to calculate an actual valve timing at the time ofoutputting a cam signal based on a crank angle signal output from acrank angle sensor and the cam signal output from a cam sensor, and tocalculate a varied amount of a valve timing with respect to the actualvalve timing at the time of outputting the cam signal based on adifference in rotational speed between a motor and an intake camshaft,so as to calculate a final actual valve timing by using the actual valvetiming at the time of outputting the cam signal and the valve timingvaried amount (see, for example, Patent Document 1).

REFERENCE DOCUMENT LIST Patent Document

Patent Document 1: JP 4123127 B2

SUMMARY OF THE INVENTION Problems to be Solved by the Invention

However, regarding such a conventional control apparatus of a variablevalve timing mechanism, the Patent Document 1 does not disclose atechnique for achieving a quick calculation of a true rotational phaseangle of the intake camshaft, that is, an absolute position of thevariable valve timing mechanism, at startup. Therefore, it might bedifficult to achieve improved startup performance of a vehicle.

Thus, in view of the problem, an object of the present invention is toprovide a control apparatus and a control method for a variable valvetiming mechanism, capable of achieving quick calculation of an absoluteposition of the variable valve timing mechanism at startup.

Means for Solving the Problems

To achieve the object, a control apparatus for a variable valve timingmechanism according to the present invention, comprises:

a crank angle sensor that outputs a crank angle signal in response torotation of a crankshaft, the crank angle signal being set in advance toindicate at least two reference positions;

a cam sensor that outputs at least two cam signal pulses in response torotation of an intake camshaft for opening and closing an engine valve;

an actuator that relatively rotates the intake camshaft with respect tothe crankshaft, so that the actuator is able to change a rotationalphase angle of the intake camshaft with respect to the crankshaft; and

a control unit that computes an actual rotational phase angle of theintake camshaft based on a first cam signal pulse detected after startof cranking and a first reference position of the crank signal detectedthereafter, to calculate an absolute position of the variable valvetiming mechanism.

Furthermore, a control method of a variable valve timing mechanismaccording to the present invention, comprises:

a first step of starting cranking;

a second step of starting to receive a crank angle signal output from acrank angle sensor in response to rotation of a crankshaft, the crankangle signal being set in advance to indicate at least two referencepositions, and starting to receive at least two cam signal pulses outputfrom a cam sensor in response to rotation of an intake camshaft foropening and closing an engine valve;

a third step of obtaining a first cam signal pulse after the start ofcranking;

a fourth step of obtaining a first reference position of the crank anglesignal after the third step; and

a fifth step of computing an actual rotational phase angle of the intakecamshaft with respect to the crankshaft based on the cam signal pulseobtained in the third step and the reference position obtained in thefourth step, to calculate an absolute position of the variable valvetiming mechanism.

Effects of the Invention

According to the present invention, a quick calculation of the absoluteposition of the variable valve timing mechanism at startup can beachieved. Thus, startup performance of a vehicle can be improved.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view illustrating a control apparatus for avariable valve timing mechanism according to an embodiment of thepresent invention.

FIG. 2 is an explanatory view illustrating the structure of a crankangle sensor and the structure of a cam sensor in the control apparatus.

FIG. 3 is a timing chart illustrating the output characteristics of thecrank angle sensor and the cam sensor.

FIG. 4 is a cross-sectional view taken along with a line A-A of FIG. 2.

FIG. 5 is a timing chart for describing an example of a calculationmethod for obtaining an absolute position of the variable valve timingmechanism at startup.

FIG. 6 is a timing chart for describing a first embodiment of a controlmethod for the variable valve timing mechanism of the present invention.

FIG. 7 is a timing chart for describing a second embodiment of a controlmethod for the variable valve timing mechanism of the present invention.

FIG. 8 is a timing chart for describing a third embodiment of a controlmethod for the variable valve timing mechanism of the present invention.

FIG. 9 is a timing chart for describing a fourth embodiment of a controlmethod for the variable valve timing mechanism of the present invention.

MODE FOR CARRYING OUT THE INVENTION

Hereinbelow, embodiments of the present invention will be described withreference to the accompanying drawings. FIG. 1 is a schematic viewillustrating a control apparatus for a variable valve timing mechanismaccording to an embodiment of the present invention. The controlapparatus for the variable valve timing mechanism controls a relativerotational phase angle between a crankshaft 2 and an intake camshaft 3of an internal combustion engine 1, and includes a crank angle sensor 4,a cam sensor 5, an electric motor 6, and an electronic control unit 7.

Crank angle sensor 4 outputs a pulsed rotation signal in response to therotation of crankshaft 2, which is an output shaft of internalcombustion engine 1, and specifically, as illustrated in FIG. 2, crankangle sensor 4 includes: a signal plate 9 axially supported bycrankshaft 2 and having projections 8 formed therearound, serving asdetected portions; and a rotation detecting device 10, which is securedto internal combustion engine 1, and that detects projections 8 andthereby outputs a crank angle signal POS.

Rotation detecting device 10 includes various processing circuits suchas a wave form generating circuit and a selection circuit, together witha pickup for detecting projections 8. Crank angle signal POS output fromrotation detecting device 10 is a pulse signal that forms a pulse trainand that normally has low level and changes to be high level for apredetermined duration when projection 8 is detected.

Projections 8 of signal plate 9 are formed at even intervals with a10-degree pitch in the crank angle. There are two absent portions ofprojections 8. In each of the absent portions, two projections 8 areconsecutively absent. The two absent portions are located at oppositesides of the rotation center of crankshaft 2. However, the number ofabsent projections 8 may be one, or three or more projections 8 may beconsecutively absent. In the following, a case in which the number ofabsent projections 8 is two will be described.

By this structure, as illustrated in FIG. 3, crank angle signal POSoutput from crank angle sensor 4 (rotation detecting device 10) changesto be high level 16 times consecutively every 10 degrees in the crankangle (unit crank angle), followed by remaining at the low level for 30degrees, and thereafter, crank angle signal POS again changes to be highlevel 16 times consecutively.

Thus, a first crank angle signal output after the low-level period of 30degrees in the crank angle (which is an absent projection region, or anabsent portion, hereinafter, referred to as a “reference position”) willbe output at an interval of 180 degrees in the crank angle. This180-degree crank angle corresponds to a stroke phase difference betweencylinders in a four-cylinder engine, in other words, corresponds to anignition interval.

Cam sensor 5 is configured to make a rotational angle of intake camshaft3 for opening and closing an internal combustion engine valvedetectable, and specifically, as illustrated in FIG. 2, cam sensor 5includes: a signal plate 12 axially supported by one end of intakecamshaft 3 and having projections 11 formed therearound, serving asdetected portions; and a rotation detecting device 13, which is securedto internal combustion engine 1, and that detects projections 11 andthereby outputs a cam signal PHASE.

Rotation detecting device 13 includes various processing circuits suchas a waveform generating circuit, together with a pickup for detectingprojections 11.

One, three, four and two projections 11 of signal plate 12 are locatedat four positions per 90-degree cam angle. A pitch of projections 11 isset to 30 degrees in the crank angle (15 degrees in the cam angle) at aportion in which at least two projections 11 are formed consecutively.

Cam signal PHASE output from cam sensor 5 (rotation detecting device 13)is a pulse signal that forms a pulse train and that normally has lowlevel and changes to be high level for a predetermined duration whenprojection 11 is detected, the pulse signal changing to be high levelonce alone, three times consecutively, four times consecutively, andtwice consecutively for every 90 degrees in the cam angle or 180 degreesin the crank angle.

Furthermore, the cam signal output alone and the first signal of atleast two cam signals output consecutively (hereinafter, referred to as“cam signal pulses”) are configured to be output at a period of 180degrees in the crank angle.

On the other end of intake camshaft 3, electric motor 6 (actuator) isprovided as illustrated in FIG. 2. Electric motor 6 constitutes a partof a variable valve timing mechanism (hereinafter, referred to as an“electric VTC”) 14 that changes the rotational phase of intake camshaft3 with respect to crankshaft 2, thereby changing a valve timing of anintake valve that opens and closes an opening of an intake port, throughwhich intake air is introduced into a combustion chamber of eachcylinder of internal combustion engine 1. Furthermore, electric motor 6is provided with a motor rotation sensor (actuator sensor) 15, having ahigh detection frequency, capable of obtaining a motor shaft rotationalangle (manipulated amount) of electric motor 6 including the rotationdirection thereof at any timing.

Electric VTC 14 is integrated with a timing sprocket 17, around which atiming chain 16 for transmitting the rotational driving force ofcrankshaft 2 is wrapped, and electric VTC 14 is configured to haveintake camshaft 3 relatively rotate with respect to timing sprocket 17by electric motor 6, which includes a built-in reduction gear unit, tothereby advance or retard the valve timing. Electric VTC 14 is notlimited to be provided for the intake valve, and it may be provided forat least one of the intake valve and an exhaust valve.

Specifically, as illustrated in FIG. 4, which is the cross-sectionalview taken along line A-A of FIG. 2, electric VTC 14 includes: anannular sprocket main body 17 a having a stepped inner peripheralsurface; and a gear 18, which is integrally provided on the outerperiphery of sprocket main body 17 a, gear 18 receiving a rotationalforce transmitted from crankshaft 2 via timing chain 16 wrappedtherearound. Furthermore, timing sprocket 17 is rotatably supported onintake camshaft 3 by a ball bearing, not illustrated, interposed betweenan annular groove formed on the inner periphery of sprocket main body 17a and the outer periphery of a thick flange, not illustrated, integrallyprovided on the front end portion of intake camshaft 3.

Furthermore, as illustrated in FIG. 4, a portion of the inner peripheralsurface of sprocket main body 17 a is formed to have a stopper convexportion 19, serving as an arc-shaped engaging portion, having apredetermined length along the circumferential direction.

Furthermore, as illustrated in FIG. 4, the flange of intake camshaft 3is formed to have a stopper concave groove 20, serving as a lockingportion, which accepts stopper convex portion 19 of sprocket main body17a and is formed along the circumferential direction. Stopper concavegroove 20 is formed in an arc shape having a predetermined length alongthe circumferential direction. Both edges 19 a, 19 b of stopper convexportion 19, which circularly move within the range of the predeterminedlength, come in contact with opposite edges 20 a, 20 b, respectively, inthe circumferential direction, to define relative rotational positionson the maximum advance angle side and the maximum retard angle side ofintake camshaft 3 with respect to timing sprocket 17.

Electronic control unit (control unit) 7 is provided such that it iselectrically connected to crank angle sensor 4, cam sensor 5, electricmotor 6 and motor rotation sensor 15. Electronic control unit 7 computesan actual rotational phase angle (hereinafter, referred to as the“actual rotational phase angle”) of intake camshaft 3 based on a firstcam signal pulse detected after start of cranking and a crank referenceposition, which is a first reference position of the crank angle signal,detected thereafter, to calculate an absolute position of electric VTC14 (the actual rotational phase angle of electric VTC 14 with respect tocrankshaft 2). Electronic control unit 7 includes a microcomputer,performs the computing process according to a program pre-stored in astorage unit, and outputs an operation signal for controlling drive of afuel injection device 21 or electric motor 6.

The actual rotational phase angle of intake camshaft 3 corresponds tothe absolute position of electric VTC 14. Thus, when the actualrotational phase angle of intake camshaft 3 is computed, the absoluteposition of electric VTC 14 can be calculated.

Specifically, electronic control unit 7 switches a drive mode ofelectric motor 6 from an OFF-drive to a drive with a feedback control,or from a drive with a feedforward control to the drive with thefeedback control, at the time when the absolute position of electric VTC14 is calculated, and electronic control unit 7 controls drive ofelectric motor 6 so that the absolute position of electric VTC 14approaches a target position.

More specifically, when electric motor 6 is manipulated in a time periodfrom the detection of the first cam signal pulse after the start ofcranking until the detection of the crank reference position of thecrank angle signal, electronic control unit 7 corrects the absoluteposition of the electric VTC 14 based on the motor shaft rotationalangle (manipulated amount) received from motor rotation sensor 15.

Alternatively, when electric motor 6 is manipulated with a feedforwardcontrol after the start of cranking, electronic control unit 7 mayobtain the motor shaft rotational angle (manipulated amount) of electricmotor 6 by motor rotation sensor 15, to correct the absolute position ofelectric VTC 14 based on, among the obtained motor shaft rotationalangles (manipulated amounts), a motor shaft rotational angle(manipulated amount) from the detection of the first cam signal pulseafter the start of cranking until the detection of the crank referenceposition of the crank angle signal.

Preferably, when the absolute position of electric VTC 14 is other thanan initial position (default position) of when internal combustionengine 1 is in a stop state, electronic control unit 7 may control driveof electric motor 6 so that the manipulated amount of electric motor 6after the drive starts is reduced for a predetermined period of time.

Electronic control unit 7 may be configured to control the drive ofelectric VTC 14, and to perform intercommunication with an additionalelectronic control unit 7 for controlling fuel injection device 21, anigniter, and the like, of internal combustion engine 1. Furthermore, inFIG. 1, a reference number 22 is assigned to an airflow sensor forobtaining an intake air amount Q of internal combustion engine 1.Furthermore, in FIG. 4, a reference number 23 is assigned to alarge-diameter annular plate for supporting a phase changing mechanism,not illustrated, which changes a relative rotational phase betweentiming sprocket 17 and intake camshaft 3, and a reference number 24 isassigned to a bolt for securing timing sprocket 17 to large-diameterannular plate 23.

Next, the operation of electric VTC 14 having the configurationdescribed in the foregoing will be described.

In general, when internal combustion engine 1 stops, electric VTC 14moves back to a predetermined default position (initial position) set inadvance, and then stops. However, there may be a case in which electricVTC 14 has been displaced due to an external force in a previous stopstate of internal combustion engine 1, and the position of electric VTC14 deviates from the default position at startup. In such a case, awrong absolute position of electric VTC 14 might be obtained. Thus,electric motor 6 might be driven to a target position based on a wrongfeedback manipulated amount obtained based on the wrong position ofelectric VTC 14, and thus, there may be risks of colliding of stopperconvex portion 19, illustrated in FIG. 4, with opposite edge 20 a or 20b of stopper concave groove 20 of intake camshaft 3, resulting indamage, or risks of engaging and locking occurring in the cam mechanismfor driving electric VTC 14.

According to the present invention, the control unit of electric VTC 14is configured to start drive of electric motor 6 of electric VTC 14after determining an absolute position θ1 of electric VTC 14 at startup.

An example of a method of determining the actual rotational phase angleof intake camshaft 3 with respect to crankshaft 2 at startup may includea method indicated in FIG. 5. That is, after start of cranking (timepoint a of FIG. 5), the first reference position of crank angle signalPOS from crank angle sensor 4 is determined as a crank referenceposition (time point b of FIG. 5). Then, after determining the crankreference position, when the first cam signal pulse of cam signal PHASE(time point c of FIG. 5) is detected, a rotational phase angle from thecrank reference position to the first cam signal pulse (between timepoints b and c of FIG. 5) is calculated. Thus, the actual rotationalphase angle of intake camshaft 3 with respect to crankshaft 2, that is,absolute position θ1 of electric VTC 14, can be determined. Then, bystarting drive of electric motor 6 to drive electric VTC 14 at the timewhen the first cam signal pulse is detected (time point c of FIG. 5), atwhich the actual rotational phase angle of intake camshaft 3 is obtainedas described in the foregoing, the risk of damage to electric VTC 14 canbe avoided.

Regarding the electric VTC position of FIG. 5, the broken line indicatesa relative angle of electric VTC 14, which is obtained by using motorrotation sensor 15 and crank angle sensor 4. During a time period fromthe start of cranking until the actual rotational phase angle of intakecamshaft 3 (absolute position θ1 of electric VTC 14) is obtained, theabsolute position of electric VTC 14 is unknown, and thus, the absoluteposition of electric VTC 14 and the relative angle disagree. However,when the actual rotational phase angle of intake camshaft 3, that is,absolute position θ1 of electric VTC 14 is obtained, the absoluteposition of electric VTC 14 and the relative angle agree, andthereafter, electric VTC 14 is driven based on a drive with the feedbackcontrol of electric motor 6 and the relative angle gradually increasesto approach a target position θtr. On the other hand, the absoluteposition of electric VTC 14 also changes to approach target positionθtr. However, every time a cam signal pulse from cam sensor 5 isdetected, a new absolute position of electric VTC 14 is computed andupdated, and accordingly, until the next cam signal pulse is detected,the absolute position at that time remains unchanged. Thus, the absoluteposition of electric VTC 14 changes in a stepwise manner to approachtarget position θtr as seen in FIG. 5.

In FIG. 5, cam signal PHASE is indicated as a single pulse signal,focusing on the cam signal output alone, and only the first signal ofeach of three, four, and two pulse signals consecutively changing to behigh level, which are used to determine the rotational phase angle ofintake camshaft 3 with respect to crankshaft 2, for the sake of brevity.The horizontal axis of FIG. 5 represents time. Hereunder, FIGS. 6 to 9are depicted in a similar manner.

In the method as indicated in FIG. 5, the first actual rotational phaseangle of intake camshaft 3 (the absolute position of electric VTC 14)calculated after startup is obtained based on a cam signal pulsedetected after the determination of the crank reference position asdescribed above, and thus, the cam signal pulse detected before thedetermination of the crank reference position is not taken into account.This results in a delay in a starting timing to drive electric VTC 14.Such a delay in the starting timing of driving might have adverseeffects on startup performance of a vehicle.

Thus, the control apparatus for electric VTC 14 according to the presentinvention is aimed to avoid the damage risk of electric VTC 14, whileachieving rapid start of driving of electric VTC 14. Hereinbelow, acontrol method of electric VTC 14 according to the present inventionwill be described in detail.

First, a first embodiment of a control method of electric VTC 14 of thepresent invention will be described with reference to FIG. 6.

First Embodiment

First, as a first step, a starter motor, not illustrated, is turned on,to start cranking of internal combustion engine 1 (time point a of FIG.6). This causes crankshaft 2 to start rotating, and accordingly, intakecamshaft 3 thereby starts rotating.

Next, as a second step, electronic control unit 7 starts receiving crankangle signal POS output from crank angle sensor 4 in response to therotation of crankshaft 2.

Simultaneously, electronic control unit 7 starts receiving cam signalPHASE output from cam sensor 5 in response to the rotation of intakecamshaft 3.

Then, as a third step, after the start of cranking (time point a of FIG.6), electronic control unit 7 obtains a first cam signal pulse of camsignal PHASE (time point b of FIG. 6). Then, when the first cam signalpulse is obtained, electronic control unit 7 starts counting up inresponse thereto, the counting up being performed every 10 degrees inthe crank angle.

Furthermore, as a fourth step, after the detection of the first camsignal pulse, electronic control unit 7 determines that a firstreference position of crank angle signal POS output from crank anglesensor 4 is a crank reference position (time point c of FIG. 6). Then,based on the count value counted after the first cam signal pulse isobtained until the crank reference position is detected, electroniccontrol unit 7 computes a rotational phase angle between the first camsignal pulse and the crank reference position (between time points b andc of FIG. 6). The result is temporarily stored in a storage unit. Inthis case, when the count value is represented by n (n is a positiveinteger), the rotational phase angle can be n×10 degrees.

As a fifth step, electronic control unit 7 computes an actual rotationalphase angle of intake camshaft 3 with respect to crankshaft 2 (betweentime points a and b of FIG. 6) based on the first cam signal pulse andthe crank reference position. Specifically, since the referencepositions of the crank angle signal are output at intervals of 180degrees in the crank angle, a crank angle between the crank referenceposition determined above and a previous reference position is 180degrees (fixed value). Thus, a crank angle between the previousreference position of the above crank reference position and the firstcam signal pulse can be “180 degrees−n×10 degrees”. That is, this crankangle is determined as the actual rotational phase angle of intakecamshaft 3 with respect to crankshaft 2, that is, absolute position θ1of electric VTC 14 at the time of the detection of the first cam signalpulse after startup.

Although FIG. 6 indicates a case in which the time point of the start ofcranking and the reference position of crank angle signal POS coincidewith each other, these may not always coincide.

When the absolute position of electric VTC 14 is calculated as describedabove, electronic control unit 7 starts driving electric motor 6 todrive electric VTC 14, at the time of calculation (time point c of FIG.6). Then, similarly to FIG. 5, electric motor 6 is driven with thefeedback control in order to have the absolute position of electric VTC14 reach target position θtr. Thus, the absolute position of electricVTC 14 is being changed to become target position θtr.

As indicated in FIG. 6, after electric VTC 14 starts driving, anabsolute position of electric VTC 14 is computed and updated every timea cam signal pulse of cam signal PHASE is detected.

FIG. 7 is a timing chart for describing a second embodiment of a controlmethod of electric VTC 14 of the present invention. Hereinbelow, thesecond embodiment will be described with reference to FIG. 7. Thedifferences from the first embodiment are described below.

Second Embodiment

If electric motor 6 has been displaced due to, for example, an externalforce applied thereto, after start of cranking and in a period from thedetection of a first cam signal until the determination of a crankreference position (between time points b and c of FIG. 7), the positionof electric VTC 14 may deviate from absolute position θ1 of electric VTC14 determined based on the first cam signal and the crank referenceposition. If electric VTC 14 is driven in such a state, electroniccontrol unit 7 might determine that a true position of electric VTC 14is the determined absolute position θ1, and might determine amanipulated amount of electric motor 6 based on the position and targetposition θtr, to drive electric motor 6. Thus, in such a case, theremight be a risk of damage to electric motor 6.

Thus, in the control method of electric VTC 14 according to the secondembodiment of the present invention, in a case in which electric motor 6is displaced in a period from the determination of the first actualrotational phase angle (absolute position θ1 of electric VTC 14) ofintake camshaft 3 after startup until the determination of the crankreference position (i.e., the period is from time point b to time pointc of FIG. 7), a motor shaft rotational angle (manipulated amount) ofelectric motor 6 is obtained by motor rotation sensor 15, and, at thetime of the determination of the crank reference position (time point cof FIG. 7), the absolute position of electric VTC 14 is corrected byadding motor shaft rotational angle (manipulated amount) θ2 to thedetermined absolute position θ1 of electric VTC 14. In this way, thetrue position (θ1+θ2) of electric VTC 14 is determined. The drivecontrol of electric VTC 14 thereafter is the same as that in the firstembodiment.

FIG. 8 is a timing chart for describing a third embodiment of a controlmethod of electric VTC 14 of the present invention. Hereinbelow, thethird embodiment will be described with reference to FIG. 8.

Third Embodiment

In order to reduce the adverse effects of positional deviation ofelectric VTC 14 caused by an external force, the drive of electric motor6 may be started simultaneously at start of cranking with a feedforwardcontrol by a predetermined manipulated amount. In this case, an absoluteposition of electric VTC 14 at the time when a first cam signal pulseafter the start of cranking (time point a of FIG. 8) is detected (timepoint b of FIG. 8) is calculated as in the first embodiment, and theabsolute position is θ1.

Since electric motor 6 continues rotating thereafter, electric VTC 14keeps moving during a period from the detection of the first cam signalpulse until the determination of the crank reference position (betweentime points b and c of FIG. 8), and thus, the true position of electricVTC 14 differs from absolute position θ1 of electric VTC 14 calculatedbased on the first cam signal pulse and the crank reference position.Thus, in the third embodiment of the present invention, motor shaftrotational angle (manipulated amount) θ2 of electric motor 6, which hasbeen displaced in a period from the detection of the first cam signalpulse until the determination of the crank reference position (betweentime points b and c of FIG. 8), is obtained by motor rotation sensor 15,and, at the time of the determination of the crank reference position,the absolute position of electric VTC 14 is corrected by adding motorshaft rotational angle (manipulated amount) θ2 to the calculatedabsolute position θ1 of electric VTC 14 (θ1+θ2). The drive control ofelectric VTC 14 thereafter is the same as that in the first embodiment.In this way, the response of electric VTC 14 can be further improved.

FIG. 9 is a timing chart for describing a fourth embodiment of a controlmethod of electric VTC 14 of the present invention. Hereinbelow, thefourth embodiment will be described with reference to FIG. 9.

Fourth Embodiment

When the absolute position of electric VTC 14 is other than a defaultposition at which electric VTC 14 should be positioned in general wheninternal combustion engine 1 is in a stop state, there might be the riskof damage to electric VTC 14, as mentioned above. Thus, in the controlmethod of electric VTC according to the fourth embodiment of the presentinvention, a feedback manipulated amount of electric motor 6 at start ofdriving of electric VTC 14 is reduced for a predetermined time periodset in advance, as indicated in FIG. 9. Thus, the speed of movement ofelectric VTC 14 can be thereby reduced, and it becomes possible to avoidthe risks of colliding of stopper convex portion 19 illustrated in FIG.4 with the opposite edges of stopper concave groove 20 of intakecamshaft 3 due to overshoot of electric VTC 14, resulting in damage, orthe risks of engaging and locking occurring in the cam mechanism fordriving electric VTC 14.

The embodiments described above are not carried out when electric VTC 14has learned the default position. Furthermore, the embodiments are notcarried out when the target position of the rotational phase angle ofintake camshaft 3 is not within a manipulated angle range between anadvance side control limit and a retard side control limit of electricVTC 14.

REFERENCE SYMBOL LIST

-   1 Internal combustion engine (engine)-   2 Crankshaft-   3 Intake camshaft-   4 Crank angle sensor-   5 Cam sensor-   6 Electric motor (actuator)-   7 Electronic control unit (control unit)-   14 Electric VTC (variable valve timing mechanism)-   15 Motor rotation sensor (actuator sensor)

1. A control apparatus for a variable valve timing mechanism,comprising: a crank angle sensor that outputs a crank angle signal inresponse to rotation of a crankshaft, the crank angle signal being setin advance to indicate at least two reference positions; a cam sensorthat outputs at least two cam signal pulses in response to rotation ofan intake camshaft for opening and closing an engine valve; an actuatorthat relatively rotates the intake camshaft with respect to thecrankshaft, so that the actuator is able to change a rotational phaseangle of the intake camshaft with respect to the crankshaft; and acontrol unit that computes an actual rotational phase angle of theintake camshaft based on a first cam signal pulse detected after startof cranking and a first reference position of the crank signal detectedthereafter, to calculate an absolute position of the variable valvetiming mechanism.
 2. The control apparatus for the variable valve timingmechanism according to claim 1, wherein the control unit switches adrive mode of the actuator from an OFF-drive to a drive with a feedbackcontrol, or from a drive with a feedforward control to the drive withthe feedback control, at a time when the absolute position of thevariable valve timing mechanism is calculated.
 3. The control apparatusfor the variable valve timing mechanism according to claim 1, wherein,when the actuator is manipulated in a time period from the detection ofthe first cam signal pulse after the start of cranking until thedetection of the first reference position of the crank angle signal, thecontrol unit obtains a manipulated amount of the actuator by an actuatorsensor, to correct the absolute position of the variable valve timingmechanism based on the obtained manipulated amount.
 4. The controlapparatus for the variable valve timing mechanism according to claim 1,wherein, when the actuator is manipulated with a feedforward controlafter the start of cranking, the control unit obtains a manipulatedamount of the actuator by an actuator sensor, to correct the absoluteposition of the variable valve timing mechanism based on a manipulatedamount from the detection of the first cam signal pulse after the startof cranking until the detection of the first reference position of thecrank angle signal, among the obtained manipulated amounts.
 5. Thecontrol apparatus for the variable valve timing mechanism according toclaim 2, wherein, when the absolute position of the variable valvetiming mechanism is other than an initial position of when an engine isstopped, the control unit drives the actuator while reducing a feedbackmanipulated amount of the actuator.
 6. A control method of a variablevalve timing mechanism, comprising: a first step of starting cranking; asecond step of starting to receive a crank angle signal output from acrank angle sensor in response to rotation of a crankshaft, the crankangle signal being set in advance to indicate at least two referencepositions, and starting to receive at least two cam signal pulses outputfrom a cam sensor in response to rotation of an intake camshaft foropening and closing an engine valve; a third step of obtaining a firstcam signal pulse after the start of cranking; a fourth step of obtaininga first reference position of the crank angle signal after the thirdstep; and a fifth step of computing an actual rotational phase angle ofthe intake camshaft with respect to the crankshaft based on the camsignal pulse obtained in the third step and the reference positionobtained in the fourth step, to calculate an absolute position of thevariable valve timing mechanism.